Block Viii - Aircraft Handling Fundamentals

Front 1

Safety (Ref a)
Aircraft handling

Back 1

is a part of day to day operations in the aviation community.
Because this is a daily part of our jobs it is easy to become complacent and
overlook the ever present dangers. However, combating complacency with training
and constant attention to the danger areas can increase the safety margin of personnel and equipment.

Front 2

One often overlooked aspect of aircraft handling is the use of support equipment (SE) to service, test and troubleshoot aircraft systems.

Back 2

Vehicles
should never pass under any part of a parked aircraft and all vehicles should be driven or parked adjacent to aircraft to prevent collision due to inadvertent movement of SE. If it is necessary for the SE to have the motor running the SE
must be manned at all times.

Front 3

Danger areas for aviation

Back 3

include intakes, exhaust, flight controls, compressed
gases, cryogenics, explosives, hazardous materials, eye, hearing and other
industrial environment dangers. Knowledge of the dangers areas related to the
aircraft platform, ship, and airfield should be stressed to all personnel engaged
in aviation related duties.

Front 4

General Aircraft Handling (Ref a, b)
Aircraft static grounding

Back 4

discharges the static electricity harmlessly to the
earth or deck. Aircraft generate static electricity while in flight or during
operation of lnternal electrical equipment. The procedures for grounding are to first hook up a grounding strap to a certified static ground and then to the aircraft grounding receptacle. Extra care must be taken to always hook the
grounding strap to the deck first, failure to do so could cause the discharge of
electricity through the person holding the strap.

Front 5

Windshield static grounding is necessary

Back 5

because during flight a high voltage (100,000 volts) static electrical charge may build up and be stored in the
windshield. After flight or prolonged exposure to high winds on deck, static
charge build up must be discharged using a static charge removal kit before
personnel can safely touch the windshield.

Front 6

Aircraft have to tied down to the deck when not in use and during maintenance
evolutions. The wind velocity determines which category of tie-down must be used
for securing the aircraft. The categories are:
Up to 45 Knots. Initial tie-down:

Back 6

a minimum of 6 chains are required, initial tie-down is used immediately prior to, in between, or immediately after
flight.

Front 7

Up to 45 Knots.

Back 7

Normal weather tie-down, 9 chains required.

Front 8

46 to 60 Knots.

Back 8

Moderate weather tie-down, 14 Chains required.

Front 9

Above 60 Knots.

Back 9

Heavy weather tie-down, 20 Chains required.

Front 10

Aircraft critical walkways that cannot be walked on are identified by

Back 10

"NO STEP"
markings. The use of fragile materials is usually the cause of the step
restriction; if work has to be performed on these areas the use of a maintenance
stand is required.

Front 11

Aircraft hand signals

Back 11

are the way we communicate in the high tempo high noise
environments of naval aviation. Each type of fixed wing aircraft has variations
of the standard hand signals and memorizing the applicable signals for your
aircraft is highly important. Regardless of aircraft type when giving hand
signals keep the hands well separated; as it is better to exaggerate a signal
than to make it in such a manner that it may be misinterpreted

Front 12

When directing fixed wing aircraft the only mandatory signal regardless of
aircraft type is "

Back 12

"emergency stop". Likewise for rotary wing aircraft the signals "wave-off" and "hold" cannot be changed due to platform variations. The
requirement for standardization is due to these signals being critical to the safety of aircraft, aircrew, and ground personnel.

Front 13

Aircraft Towing and Handling Team (Ref a, b)

Back 13

Towing or re-spotting an aircraft has inherent risks for damage to personnel or
equipment, therefore proper training and understanding of towing/re-spotting
procedures are essential.

Front 14

Towing speed shall not exceed

Back 14

5 mph or the speed of the slowest walker. During
cold weather towing avoid excessive power and sudden movement of tow vehicle.
High breakaway loads imposed by snow, ice, or frozen tires may result in damage to landing gear.

Front 15

The Movement of aircraft is accomplished by a team of

Back 15

six to ten personnel with
each person being assigned a specific task in the moving evolution.

Front 16

personnel assigned to the move crew are;
Move Director.

Back 16

Overall responsible for assembling the move crew, ensuring
they are properly qualified to perform their duties, pre move briefing, safe movement of the aircraft with an emphasis on safety.

Front 17

Brake Rider.

Back 17

Conducts a pre-move inspection of brake system and aircraft to ensure it is mechanically sound and ready for movement.

Front 18

Chock Walker.

Back 18

Responsible for removing, carrying and installing the wheel
chocks. This individual escorts the aircraft while being moved and is always alert and ready to chock the aircraft.

Front 19

Safety Observers.

Back 19

Primarily responsible for ensuring that the aircraft is
ready to be towed and that there is ample clearance for the aircraft. The safety
observers are positioned at the wing tips and tail of the aircraft.

Front 20

Tractor Driver

Back 20

Responsible for the safe and slow movement of the aircraft
from hook up to the final parking spot. This individual is responsible directly
to the Move Director and must be fully qualified and licensed for the equipment
they are operating.